Flange lubricator



Dec. 22, 1942. A. CAPREZ 2,306,013

FLANGE LUBRICATOR Filed June 14, 1940 2 Sheets-Sheet 2 1N VENTOR.

Patented Dec. 22, 1942 UNITED STATES PATIENT OFFICE FLANGE LUBRICATORAnton Caprez, Samaden, Switzerland Application June 14, 1940, Serial No.340,530

2 Claims.

My invention relates to improvements in flange lubricators for railwayvehicles whereby the inside of the flanges and throats of the wheels ofthe vehicle, at curves in the track-rails, may be properly lubricated,whereby the lubrication of the throats and flange bearing against theoutside rail of the curve will be automatically' induced through therelative movement between the vehicle body and its truck by each curve,and whereby the said lubrication will be automatically cut oi when thevehicle approaches straight track, or when it is standing on a curve;and the objects of my improvement are, rst, to eject the lubricant byvarying pressure toward the anges and throats during each lubricationprocess in such a manner that not only one but several rings oflubricant are formed on the flanges and throats of the turning wheels;Ysecond, to

.dispense with compression-tubes for lubricant;

third, to eliminate the necessity of long lubricant pipes; fourth, tomove the lubricant to and from the lubricant reservoir before it is usedfor lubrication in order to prevent the lubricant from becoming stiff incold weather; fth, to have two possible adjustments to permit thedesired restricted ow of lubricant as the service may require; sixth, torequire only a minimum of compressed air; and seventh, to reduce thewear and tear and to increase the dependability in operation, due to thefact that only a small number of movable and friction producing partsare used.

I attain these objects by mechanism illustrated in the accompanyingdrawings, in which:

Figure 1 is a longitudinal section of an ejector on the line I-I, Fig. 2shown in the process of ejecting lubricant against a wheel, the latterbeing shown in elevational view; Fig. 2, a section on the line 2 2, Fig.l; Fig. 3, a iront elevation of a portion of a vehicle, showing myimproved ange lubricator applied thereto andin elevation; Fig. 4, a planView of a portion of a vehicle as it appears after the removal of thevehicle body from the frame, showing parts of my improved angelubricator applied thereto* Fig. 5, a longitudinal section of a devicewhich controls the ejectors; and Fig. 6, a plan view of this device.

Similar numerals refer to throughout the several views.

The essential parts of my improved flange lu' bricator for each vehicleare, the ejectors and a device which controls the ejectors. One ejectoris aixed ladjacent each wheel. The device which controls the ejectors isof a design similar to a similar parts double acting pump and isconnected by pipes or by flexible tubes to the ejectors.

In Figs. 3 and 4, I have shown a portion of a truck frame 4 havingwheels 2 with flanges 3, the truck being capable of angular movementwith respect to the frame 4 of the vehicle body around a center pin 6.

The cylinder E of the device which controls the ejectors may be securedto the body frame 4. The rod 1, which is secured to the piston 8 withinthe cylinder 6, is pivotally connected to a shackle Q by a pin Ii!passing through both, the one end of the shackle 9 and the flattened endI2 of the rod 'I. The other end of the shackle 9 is pivotally connectedto a pin II aiixed on the truck frame (see Figs. 3, 4, and 5). Each ofthe pistons 8 is provided with a suitable packing means, such as a cupleather I4, in order to make it air tight. The rod I secured to thepistons 8 is slidably supported by means of a cover I 5, the latterbeing secured to one end of the cylinder 6. In the wall of the cylinder6 at the half way point is an opening I6 for a pipe connection which isconnected by an air conduit I1 to the usual air line on the vehicle notshown. Furthermore, in the wall of the cylinder 6 are openings I8 and I9for pipe connections. Each of the openings I8 and I9 is connected by anair conduit 28 to one ofthe ejectors. Each ejector is secured, by meansof a support 23, to one of the bearings 2l in which turns the shaft 22carrying the wheels 2. Each ejector on the right side of the vehicle isconnected to one of the openings I8 (two in the present instance) by anair conduit 28, and each ejector on the left side of the vehicle isconnected to one of the openings I9 (two in the present instance) by anair conduit 2li.

When the vehicle to which the device is attached is on straight track,the rod 'I and the pistons 8 4are in the position shown in Fig. 5, sothat the openings I8 and I9 are shut oil from the opening I6 by means ofthe packings I4. When the vehicle is rounding a curve to the right, thetruck I will swing in a clockwise direction around its center pin 5,ahead of the turning movement of the vehicle body and its frame 4. Thisrelative angular motion between the truck and the vehicle body causesthe rod 1 `and the pistons 8 to move in the direction of the arrow 24.As soon as the openings I9 are between the pistons 8, compressed airentering into the cylinder 6 through the opening I6, passes through theopenings I9 to the ejectors on the left side of the vehicle, while theopenings I8, which are connected to the ejectors on the right hand sideof the Vehicle, are still shut off from the compressed air by means ofthe packings of that piston 8 which is now situated between the openingsI8 and the opening IB.

Should the vehicle go around a curve to the left, the truck I will swingin an anti-clockwise direction around its center pin 5, ahead of theturning movement of the vehicle body and its v frame 4. This relativeangular motion between the truck and vehicle body causesthe rod 1 andthe pistons toimovel in the direction opposite to the arrow 24, so thatthe compressed air between the pistons 8 may pass out through theopenings i8 to the ejectors on the right hand side of the vehicle, whilenow the openings lS are shut oi'from the opening I6 by the.packing meansof the other piston 8 now -situatedibetween the openings I9 andthe-'openings fIS.

It will be obvious that the cylinder 6 may be otherwise located, forinstance secure'd to -the ,truck l. In thiscasefthe pin H would besecured to the body framed.

`Referring nowto'oneof the lubricant .ejectors ,as shown in Figs.-1.and.2, vthe mainparts of .each .ejector are V`an air operatedlubricant plungenpump, a valve controlled by the pressure of thelubricant, and a check valve. 'Ihe air .operated plungerpump-consists ofa cylinder 21 Withinwhich aspringbiased piston 28 is slidable. Thepiston 28 isprovided with a ysuitable ,packing meansVsuch .as a cupleather 29, in .order to make it liquid and air tight. A smaller .piston30, whichmaybesa .unit with the rpiston 28 `(as in the instancezshown).or which may be securedto the. piston 28is .provided with a suitablepacking means 3! .and is slidable withina smaller,cylinder=32. The`inside of the cylinder ..32 is in communication with the `cylinder 21by openings 33. The .cylinder y21 .is closed on Itherone end by acover34, provided `with an opening 35 for a pipe-connection, and is closedon-the other end-by the part.36. Thepart 36, -whichis a unit withcylinder :32, carries a screw .31, a.nonreturn:check valve 38, and anozzle A0. :needle valve 4| slidable. The cylinder 21, furthermore, isprovided with an opening 42 to Vwhich a pipe 43 (Figs. Band 4), leadingto a .lubricant holding receptacle (not shown), is connected.

.Saidlubricant holding receptacle may be af- .xed to the vehicle atanysuitable place higher .than the ejectors vin order to conveylubricant .to-the ejectors by gravity.

If .myimproved .ilange lubricator should be `applied .to avehicle whichis constructed essentially for use in very cold regions,.a smalllubricant holding .receptacle may be affixed directly ,above-the opening42 of each-ejector, or one re- .ceptacle maybe affixedbetween every twoejecrtors. If a small lubricant :holding receptacle .isaflixed directlyabove-each ejector, .no lubri- Acant .conduits are necessary. -If onelubricant lholdingreceptacleis usedfor a pair of ejectors, .only shortlubricant-conduits-are necessary. It is important, in verycold-regionsfto eliminate ,the yuse .of lubricant .conduits or, atleast, .of ilong. lubricant. conduits, because. lubricant .usually.becomesstiff very quickly within long conduits if the temperature is.near the .freezing point. Very .small lubricant holding receptacles maybe ,used when each receptacle Aprovides vlubricant .to-.only one ortwoejectors,rbecause.a very small quantity of. lubricant is-sucient for.eachflubriqcation process,V as referred to hereinafter. :Any

4Within the nozzle 4MJ is a kspring biased suitable kind of commonlyknown lubricant holding receptacles may be used, therefore thereceptacles need not be shown in the drawings.

When the vehicle is on straight track, the pistons 28 and 30 are in theposition shown in Fig. 1, and the cylinders 21 and 32 are lled withlubricant. When compressed air enters through conduit 2li, while thevehicle is rounding a curve,

as previously referred to, the pistons 2B and 30 will bepushed furtherinto the cylinders 21 and 32, to a position in which the piston 3,0 isresting against the end 44 of the screw 31. Thereby,

.lubricant from the cylinder 21 is pressed backward through the opening42 into the tube 43 and finto the lubricant holding receptacle, by meansof the piston 28, and the lubricant from the cylinder 32 is pressed, bymeans of the pis- .ton30, through'the passage 46 into the passage 41 inwhich the needle valve 4I is slidable. The Vdiameter of the shaft ofsaid needle valve 42 is .smaller-thanthe.diameter vof the passage V41.In

.the-.durationof the stroke of the piston 3l) from the position shown inFig. v1 to thepositionin `which it-is resting against the end 44 of thescrew 31, the lubricant pressure is about the same as the pressure ofthe compressed air. This pressure pushes thepiston 48, ywhich is a unitwith the valve needle 4|, backward within vthe cylinder 49 so that thepartit), which is `guiding the spring 5I, is resting against the Vnarrowpart .52 of the cylinder 12.9.

`throughthe passages 45 andJlB, and the lubri- .cant.witl'iinthe-passagesv46 and 41 is now un- ,derfthe pressureof thespring .5| by means of .the piston 48. This pressure is less than the.pressure of vthe compressed air, so that the lubri- .cantis now ejectedwith less pressure than before as a .stream.51, forming a second ring 59,onthe'ilange 3 or throat 58 of theturning wheel l2. In .the vdurationof the stroke of the piston 48.downward toward .the nozzle 40, thepressure of the spring 5l decreases gradually; thelubricant isthen'ejected by less and less pressure, finally as a stream 6D to theV.throat 58 of the wheel 2, forminga final lubricant ring 6I before 'thejet 54 is closed by the pointed end 53 of the ,valve needle `Due tothefact that the lubricant stream from ,its highestpressure to itslowest pressure is not interrupted, thelubricant rings 5E, 59, and 6|form a spiral covering broadly the flange and .throat of the turningwheel, although only a .small quantity of lubricant is ejected duringeach lubrication process.

The pistons 28 and-35i can not be moved backward to the position shownin Fig. 1 by means of thespring 62, unless the vehicle is on straighttrack. As soon as the vehicle'is on straight track, vthe airpressure isdisconnected from the conduit 20 by means of the vpacking means I4 ofthe piston.8, as previously referred to. Thus, if the yvehicle happenstobe 4standing on a curve for some length of time, no more lubricant isejected 4or dripped to the wheels, because the openings 33 .inthecylinder `32 are closed by the piston 30,

I in Fig. 5, so that the spring 62 may press the pistons,y 28 and 30back to the position shown in Fig. 1, whereby lubricant will be suckedthrough the opening 42 into the cylinder 27 as well as into the cylinder32. At the same time, the air ahead of the piston 28 is pressed backthrough the conduit 20, passing through the openings I8 or I9, as thecase may be, and passing through the passage 63, which extends throughthe pistons 3. The air can then escape through the passage 64, whichextends through the cover I5 and 25 respectively. The packing means I4are of any approved design and are secured to the pistons 8 in such amanner that they, when the pistons 3 are in the position shown in Fig.5, shut off the openings I8 and I9 from the opening IIS, but that an airflow may pass from the openings I8 and I9 through the passages S3.

The piston 43, while moving from the position in which the part 56 restsagainst the narrow part 52 toward the nozzle 4l), creates a vacuum backof the piston 48 within the cylinder 49. This vacuum causes a slowing upof the travel of the piston 48 downward, while ejecting, and anacceleration of the travel of the piston 48 upward, toward the narrowpart 52, when the next lubrication process starts.

The travel of the piston 3!! may be adjusted by means of the screw 31,which may be held in adjusted position by means of allock nut 65. Thisadjustment permits the desired restricted amount of lubricant to beejected during each lubrication process, as the service and the lengthof the curves may require.

A second possibility of adjustment is the alteration of the travel ofthe piston 43 by means of inserting more or fewer washers GS (two in thepresent instance) between the nozzle 40 and the part 36 at the placewhere the nozzle 40 is secured to the part 36 by means of a long pipeunion 61. These two possibilities of adjustment at each lubricantejector also allows each wheel to be provided with a restricted desiredamount of lubricant, according to the size of the wheel, so that nolubricant may be wasted and that only a minimum of lubricant will berequired.

The sliding movement of the valve needle 4I within the nozzle 40 duringeach lubrication process prevents the nozzle from becoming clogged bydirt and grit if the lubricant should contain any particles of dirt orgrit.

I am aware that prior to my invention flange lubricators have been madeoperative in response to relative movement between vehicle parts inrounding curves. I, therefore, do not claim such a device broadly; but Iclaim:

1. In a flange lubricator for railway vehicles, the combination of anair-operated lubricant plunger pump connected to a nozzle by a checkvalve, with a needle valve slidable within said nozzle, said needlevalve being combined on its upper end with a spring biased piston (48)which is slidable within a cylinder (49) and adapted to create a vacuumwithin the cylinder (49) to delay the closing movement of the saidneedle valve; and washers (66) between the cylinder (49) and saidnozzle, the upper part of the nozzle being screwed into the cylindermore or less deeply according to the number of washers inserted,substantially as described.

2. A flange lubricator for railway vehicles comprising an air-operatedlubricant plunger pump the stroke of which is adjustable and which isconnected to a nozzle by a check valve, a valve needle slidable in saidnozzle, a piston (48) combined with the upper end of said valve needle,a cylinder (49) within which said piston (48) is slidable and which isclosed in back of the piston, a long coiled spring extending throughsaid cylinder and biasing said piston (43) and said valve needle towardthe outlet opening of said nozzle, and washers (66) between the lowerend of said cylinder (49) and the upper end of said nozzle, the nozzlebeing secured to said cylinder (4S) by a long pipe union and said spring(5I) having enough lexure to allow adjustment of the stroke of the valveneedle by inserting more or fewer Washers (66).

ANTON CAPREZ.

